2014 Toyota Tundra
When the Tundra replaced the T100 in the Toyota lineup for 2000, it was proof that Toyota was serious about taking on the domestics in the full-size pickup truck market. And while sales have never really challenged F150 or Silverado, the Tundra has carved quite a niche for itself among personal use buyers. Now let’s see if a new manly makeover will help them carve out even more sales.
It’s hard to ignore the 2014 Toyota Tundra’s changed face. It’s larger and more in your face, and in tune with the more rugged appearance that graces the rest of the truck. And that more macho design was by design.
Despite being just as capable as domestic light-duty pickups, the Tundra has thus far been unable to shed its soft image. Well, as truck current marketing-think goes; the bigger the grille, the more capable the truck! So the new Tundra’s cow catcher grows in size, yet still blends in nicely with a new 3-piece front bumper.
The stance is certainly wider, and fenders are a little more squared off, all helping to reaffirm this Tundra’s credentials, as does towing up to 10,400-pounds. The rear end is “branded” with Tundra script; an integrated tailgate spoiler, and a 3-piece bumper of its own, while aero tricks on the rear tail light lenses and side mirrors help this brutish brick get through the air as efficiently as possible.
To keep pace with the high dollar pickups now in vogue, Toyota adds a new 1794 model that pegs the bling-o-meter with 20-inch alloy wheels and a power moon roof. 3-Cabs are available; the 2-door Regular cab and a pair of 4-doors – the extended Double cab, and the CrewMax crew cab with a standard power sliding back window. All Tundras add Halogen reflector beam headlights with manual level control; and the 1794 edition adds LED daytime running lights.
We are disappointed to see no major powertrains changes, however. It’s not that they’re inadequate. But, domestic full-size pickups, along with Nissan’s Titan, are making some serious strides in mixing more power with more fuel economy and Toyota is at risk of getting left behind.
As before, a 4.0-liter V6 is the base engine, and a pair of V8’s are available. We spent most of our time in the volume leading 5.7-liter V8 rated at 381-horsepower, and 401 lb-ft. of torque. While it pulls strongly and has a very responsive throttle, compared to domestic V8’s it tends to sound like it’s working much too hard.
It’s paired with a 6-speed automatic transmission with tow/haul mode, and gets Government Fuel Economy Ratings of 13-City, 17-Highway, and 15-Combined for our 4-wheel-drive tester. That makes for a very poor Energy Impact Score thanks to 22.0-barrels of annual oil consumption and yearly CO2 emissions of 10.0-tons.
While the exterior has undeniably taken the macho route, the interior has actually gotten even friendlier. Materials vary greatly with trim level, but our CrewMax Limited had very comfortable leather clad seats and wood-style trim. Also, Tundra is the only truck with available blind-spot monitoring and rear cross traffic alert. CrewMax models offer plenty of room in the rear seats as well, whether left in place for seating, or folded up out of the way for cargo. Switchgear is nice and big, with a fairly logical layout; and major controls are closer to the driver than before for ease of use.
One complaint; like most rivals the Tundra’s navigation screen is hard to read in direct sunlight. The Tundra’s frame also carries over from last year, but the suspension has been revised and an improvement is quickly noticed. Ride quality is smoother and you really feel like you’re riding high and breathing thin air. Steering remains hydraulic, providing good overall feel, with better straight line stability.
During our limited off pavement time we found the Tundra to be plenty capable of handling the less traveled way to your favorite camp site or hunting spot; and engaging 4-wheel-drive on the fly was quick and smooth. An automatic limited-slip differential is standard.
And when it comes to pricing, starting at just $26,915 the Toyota Tundra is a lot of truck for the money. The 2014 Toyota Tundra has improved greatly and without a doubt has proved itself to be a viable alternative to the Big-3. Still, in this full-size arena, the domestics do it better. However, while Ford, Chevrolet, and RAM may not be worried at the moment; the Tundra is here to stay, and it’s getting better all the time.
Specifications
- Engine: 5.7-liter V8
- Horsepower: 381
- Torque: 401 lb-ft.
- EPA: 13 mpg city/ 17 mpg highway
- Energy Impact: 22.0 barrels of oil/yr
- CO2 Emissions: 10.0 tons/yr
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.